Heating system.



No. 783,422. v v PATENTED FEB. 28, 1905. F. P. OOGGIN.

HEATING SYSTEM.

APPLICATION FILED MAY 19, 1 904.

2 SHEBTSSHEET 1.

No. 783,422. PATENTED FEB. 28, 1905. .P. P. GOGGIN.

HEATING SYSTEM.

APPLICATION FILED MAY 19. 1904.

2 SHEETS-SHEET 2.

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UNTTED STATES Patented February 28, 1905.

PATENT OEETQE.

FRANK F. COGGIN, OF PORTLAND, MAINE, ASSIGNOR TO ECONOMY CAR HEATINGCOMPANY, OF PORTLAND, MAINE, A CORPORATION OF MAINE.

HEATING SYSTEM.

SPECIFICATION forming part of Letters Patent No. 783,422, dated February28, 1905.

Application filed May 19, 19%. Serial No. 208,644.

1'0 all whom it may concern:

Be it known that I, FRANK F. CoGeIN, a citizen of the United States, anda resident of Portland, in the county of Cumberland and State of Maine,have invented new and useful Improvements in Heating Systems, of whichthe following is a specification.

My invention relates to steam-heating systems, and particularly torailway-car-heating systems of that class wherein the exhauststeam "fromthe air-pump of the air-brake system of atrain is utilized for heatingpurposes.

My present invention is an improvement upon the device shown anddescribed in United States Letters'Patent No. 664,076, granted to meDecember 18, 1900.

In the system of the patent above noted a three-way valve was providedin the steamexhaust pipe of the air-pump, by means of which valve theengineer from his position within the cab of the locomotive could atwill divert the exhaust-steam from the main exhaust-pipe whichdischarged into the stack of the locomotive into a pipe leading to theradiators of the heating systemor close the pipe leading to the heatingsystem and open the exhaust into the stack. The usual normal pressuremaintained in a car-heating system is in the neighborhood of fortypounds and the usual normal pressure maintained in the mainair-reservoir of the brake system, which is supplied with air from theair-cylinder of the pump, is ninety pounds. Therefore the totalresistance against which the pump has to work is one hundred and thirtypounds. The boiler-pressures carried by modern locomotives vary from onehundred and eighty to two hundred pounds or more. Consequently undernormal conditions the pressure of the steam supplied to the cylinder ofthe airpump is more than sufiicient to overcome this resistance; butowing to poor coal, poor firing, leaks, &c., the boiler-pressure inpractice frequently falls below normal and as low or even below theresistance which the pump must overcome-about one hundred and thirtypounds. In such event the pump will be stopped unless the exhaust of thepump is opened to the stack and closed to the heating system by theengineer. The stopping of the pump stops the supply of air to the mainairreservoir of the brake system. The result is that through use orleakage the pressure in said reservoir is liable to fall and the brakesystem to berendered inoperative while the engineer remains unaware ofthe fact.

With the system of the patent above noted it was necessary that theengineer should in the event of any considerable-fall in boilerpressureoperate the three way valve and change the exhaust of the pump from theheating system into the stack, thus relieving the pump of the resistanceof the back pressure in the heating system, so that the pump wouldremain in action. This required the close attention of the engineer, andhis neglect was an element of danger. In my present system thisobjectionable feature is obviated by the provision of automatic means,preferably, though not essentially, controlled by the pressure in themain air-reservoir of the brake system of the train, for diverting theexhauststeam of the air-pump from the heating system into an atmosphereof lower pressure than that of the heating system (as into the usualexhaust-pipe leading to the stack) when the main air-reservoirpressure'falls below a predetermined point. This prevents the brakesfrom being rendered inoperative through any ordinary fall ofboilerq'n'essure while the heat ing system is in service. I have alsoprovided a signal for notifying the engineer when his air-pressure isdangerously low; In the following description these and other featuresof my invention are fully set forth.

In the accompanying drawings, Figure 1 is an elevation, more or lessdiagrammatic, of a system embodying my invention. Fig. 2 shows inelevation and partly in section the three-way valve and operating-motorthere for. Fig. 3 is a central longitudinal sectional view of thecontrol valve hereinafter described. Fig. 4 is a detail hereinafterdescribed.

Having reference to the drawings, A represents the usual main airreservoir of a brake system for a train of cars. B represents the usualair-pump, and 7) and 7) the air and steam cylinders, respectively, ofsaid pump, the exhaust of air-cylinderb being connected by a pipe withreservoir A. The inlet of the steam-cylinder 7/ is connected by a pipe 6with the boiler of the locomotive, as usual, and the outlet of saidcylinder is connected, as usual, by pipe 6" with the stack of thelocomotive. (Not shown.) In pipe 71 is a three-way valve b one of whoseports is connected by a supply-pipe b with an evaporating-tank (J, fromwhich a pipe 6 leads to the radiators of the heating system of thetrain. The stem of the three-way valve 6'' is provided with an arm, 6pivotally connected with one end of a rod I), having at its opposite enda handle 6". Ordinarily the pump B is mounted upon the side of the 10-comotive-boiler, the tank C is fastened beneath the locomotive-cab,reservoir A is carried by the tender of the locomotive, and the handle 6is located within the cab of the 10- comotive.

As shown in Fig. 2, the casing of valve I) has cast integral therewithan arm 0, the outer end of which carries a cylinder 0, containing apiston 0 The stem 0 of piston 0 is connected by a link or pair of links0 with arm 0 below rod 6 The other end of cylinder 0 is connected by apipe d with main air-reservoir A, and in said pipe d is a control-valveD, which is automatically operated by variations in the air-pressure inthat part of the pipe (Z between valve D and reservoir A. Belowcontrol-valve D and in pipe (1 is 21. normally open hand-operated valve01, and between valve d and cylinder 0 is a whistle (Z connected withpipe d by a branch pipe d. Whistle (Z is preferably located in the cabof the locomotive. In the pipe d between control-valve D and mainair-reservoir A is a supplemental air-reservoir A.

The control-valve Dcomprises a diaphragm d, moved in one direction by aspring (Z acting against the top of said diaphragm, and in the oppositedirection by the air-pressure in the diaphragm-chamber d, acting uponthe under side of said diaphragm. The diaphragm a" has connected to itone end of a stem 6Z7, carrying at its lower end the valve proper, (lwhose seat is indicated at d. So long as the air-pressure belowdiaphragm d is above the predetermined point for which spring (i isadapted valve 12* is held closed; but when the pressure under diaphragm(Z' falls below that predetermined point spring d opens valve (Z and airunder pressure flows past valve (Z to whistle (Z and cylinder 0.

When arm 0 is inthe' position shown inFig. 1, the exhaust fromsteam-cylinder of airpump B communicates through pipe 5 with the stackof the locomotive, pipe 7) being closed and the pump B thereby relievedof the resistance of the pressure in the heating system. When arm 0 isin the position shown in Fig. 2, pipe 12* leading to the stack is closedand supply-pipe 7) opened. Therefore pump B is working against both thepressure in main air-reservoir A and the pressure in the heating system.

By means of rod 7) the engineer can at will shift arm 0 into either ofthese two positions, the piston 0 moving idly within cylinder 0'. Arm 5is left in the position shown in Fig. 2 when the heating system is inservice, with pump B working against both the pressure in A and thepressure in the heating system. If under these conditions the pressurein the boiler through any cause falls so as merely to balance thecombined pressures in the main air-reservoir and the heating system,then pump B will stop, and no air will be supplied thereby to reservoirA, thus endangering the operation of the air-brakes. With my improvedsystem, however, when arm 0 is in the position shown in Fig. 2 and afall in boilerpressure occurs that is sufficient to stop the airpumpB,as just described,and the pressure in A falls from any cause below thepredetermined point for which spring d5 is adjusted, then valve cl willbe automatically opened by said spring. This automatic opening of thevalve (i not only operates whistle (Z and thereby notifies the engineerthat the air-pressure is dangerously low, but it also admits air to thecylinder 0 and moves piston 0 in a direction to shift arm 0 from theposition shown in Fig. 2 to the position shown in Fig. 1. This relievesthe pump ofthe resistance offered thereto by the back pressure in theheating system by causing valve 5" to close the exhaust to the pipe 6and open the exhaust to pipe 5 whereupon pump B will start in actionagain and restore the normal air-pressure in'A. As soon as normalpressure is restored in reservoir A diaphragm d is lifted and valve (Zclosed, so that arm 0 can be returned by the engineer to the positionshown in Fig. 2 to put the heating system back into service again, ifdesired.

It will now be clear that when the heating system is in service a fallof pressure in the boiler of the locomotive results in the stopping ofpump B, the stopping of pump B results in a fall of pressure inreservoir A, the fall of pressure in'A results in the opening ofcontrol-valve D, and the opening of D causes piston c to operate so asto close supplypipe 5 and connect the exhaust of pump B with pipe 72*,which allows pump B to start and restore the pressure in A, whereuponcontrol-valve D is closed.

Whether used with or without cylinder 0 and iston 0 the si nalin device(Z is a valuable feature of my invention, because by it the engineer isnotified of the condition of the air-pressure in the main air-reservoir.It is to be understood, however, that any other suitable form ofsignaling device may be signal (P, as will be clear, is always in operative condition, whereas the motor made up of cylinder 0 and piston c isonly in operative condition when the heating system is in service. Thusat all times the engineer is notifled of a dangerous fall of pressure inthe main air-reservoir.

The purpose of the valve cl is to provide means by which the engineercan close pipe (Z in case any leak, defective pipe, or trouble of thisnature should occur, as well as to provide means by which temporarily toclose pipe (Z in case it is necessary to utilize the exhauststeam ofpump B to pump up long trainsthat is, when a train is first made up theauxiliary reservoirs on the cars contain no air, and on coupling up thebrakes they are supplied with air under pressure from the mainair-reservoir A, whose pressure is drawn down below the point for whichvalve D is adjusted. In order, therefore. that the exhaust of pump B maybe maintained in communication with the heating system of the trainwhile the pressure is low in reservoir A, valve d would be closed, butopened again as soon as the pressure in reservoir A was restored.

On long passenger-trains after an application of the brakes is made whenthe release of the brakes takes place the auxiliary reservoirs (notshown) of the brake system located on the locomotive and various carsattached to the same are'recharged directly from the main air reservoiron the locomotive. In some cases where the volume of air contained inthe main air-reservoir of the locomotive is small it might occur thatthis main-air-reservoir pressure would momentarily fall below the pointfor which valve D is adjusted; but this main-air-reservoir pressurewould be almost immediately raised again to normal by the air-pump B.Under such circumstances it is not desirable that motor 0 c or whistle(Z should operate, and to avoid the same the supplemental air-reservoirA in communication with main air-reservoir A through a restrictedpassage (0 is provided. This supplemental reservoir A is of suchcapacity and. passage a is of such size that should themainair-reservoir pressure be momentarily drawn down, as just described,so much time will be required for the pressure in A to fallcorrespondingl y that before said pressure falls sufficiently to operatevalve D the pressure in A will have been restored to normal. When.however, pump B is stopped through a fall of pressure in thelocomotive'boiler, the pressure in main air-reservoir A will graduallyfall, and the restricted passage (0 will allow the pressure in A to fallequally fast until valve D operates. In the case of locomotives equippedwith main air-reservoirs of large volume the small auxiliaryair-reservoir A will probably not be needed.

Vhat I claim is 1. In aheating system of the class described thecombination with the air-pump; the main air-reservoir supplied by saidair-pump; the supply-pipeof the heating system, and the valvecontrolling the exhaust from the airpump; of automatic means foroperating said valve to close the supply-pipe to the heating system andopen the exhaust of the pump to an atmosphere of lower pressure thanthat within the supply-pipe when the pressure in the main air-reservoirfalls below a predetermined point.

2. In a heating system of the class described the combination with theair-pump; the main air-reservoir supplied by said air-pump; thesupply-pipe of the heating system, and the valve controlling the exhaustfrom the airpump; of automatic means for operating said valve to closethe supply-pipe to the heating system and open the exhaust of the pumpto an atmosphere of lower pressure than that within the supply-pipe whenthe pressure of the steam supplied to the pump falls below apredetermined point.

3. The combination with the main air-reservoir, the air-pump and thevalve for controlling the exhaust from the air-pump, ot' a motor foroperating said valve; a pipe connecting said motor with a supply offluid under pressure, and automatic means controlling said pipe so as tosupply fluid under pressure to said motor when the air-pressure in saidmain air-reservoir falls below a predetermined point. 7

4c. The combination with the main air-reservoir; the air-pump, and thevalve for controlling the exhaust from the air-pump, of a motor foroperating said valve; a pipe connecting said motor with a supply offluid under pressure, and automatic means controlled by the pressure inthe main air-reservoir and controlling said pipe so as to supply fluidunder pressure to said motor when the pressure in said mainair-reservoir falls below a predetermined point. i

5. The combination with the main air-reservoir, the air-pump and thevalve for controlling the exhaust from the air-pump, of a motor foroperating said valve, a pipe connecting said motor with the mainair-reservoir, and automatic means controlled by the pressure in themain air-reservoir and controlling said pipe so as to supply air-underpressure to said motor from the main air-reservoir when the pressure inthe latter falls below a predetermined point.

6. The combination-with the main air-reservoir, the air-pump, and thevalve for controlling the exhaust from theair-pump, of a motor foroperating said valve; a pipe connecting said motor with a supply offluid under pressure, and the automatically-acting valve D, foradmitting fluid under pressure to said motor when the pressure in themain air-reservoir falls below a predetermined point.

7. The combination with the main air-reservoir, the air-pump, and thevalve for controlling the exhaust from the air-pump, of a motor foroperating said valve; a pipe connecting said motor with a supply offluid under pressure; the automatically-acting valve 1) for admittingfluid under pressure to said motor when the pressure in the mainair-reservoir falls below a predetermined point, and themanually-controlled valve d in said pipe.

8. The combination of the main air-reservoir; the supplementalair-reservoir connected with the main air-reservoir; the air-pumpconnected with the main air-reservoir; the valveoperating motorconnected with the supplemental reservoir, and the automatic valve D forcontrolling the motor.

9. The combination of the main air-reservoir; the supplementalair-reservoir connected with the main air-reservoir; means for retardingthe flow of air between the two reservoirs, the air-pump connected withthe main airreservoir; the valveoperating motor connected with thesupplemental air-reservoir,

and automatic means for controlling communication between thesupplemental airreservoir and said motor.

10. The combination with the main air-reservoir; the air-pump and thevalvefor controlling the exhaust from the air-pump, of a motor foroperating said valve, a supplemental air-reservoir; a pipe connectingsaid motor with the supplemental air-reservoir; automatic meanscontrolling said pipe so as to supply air under pressure to said motorwhen the pressure in the supplemental reservoir falls below apredetermined point; and a restricted passage through which thesupplemental air-reservoir communicates with the main air-reservoir.

Signed by me at Boston this 7th. day of May, 1904.

FRANK F. COGGIN.

Witnesses:

ROBERT CUSHMAN, JOSEPH T. BRENNAN.

